Car-brake



(No Model.) 3 Sheets-Sheet 1. J. P. MALLINGKRODT. GAR BRAKE.

Patented Ma.1".6,l883.

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(No Model.) 3 Sheets-Sheet 2.

J. P. MALLI-NGKRODT.

. GAR BRAKE, No. 273,567.

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(Nb Model.) asheets-sheet 3.

J. F. MALLINGKRODT. Y

CAR BRAKE.

No. 273,567.l Patented Mar. 6,1883.

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N. PETERS, Philia-Wm?, Wuhlnlb. D. C.

NITED STATES yPATENT JOHNv E. MALLINOKEODT, OE DENVER, cOLOEADO, AssIeNoE To THE MAL. LiNoKEoDr BRAKE OOMPANY, OE EAsfr` sr.'A LOUIs, ILLINOIS.l

t CAR-BRAKE.

sPEcIEIoAmroN forming'part of Letters Patent No. 273,567, dated March e, fisse.

ApplicationledNovemberll,1882. (Nomodei.) l

To all whom 'it may concern:

Be it known that I, JOHN F. MALLINoK- RODT, ot' Denver, in the county of Arapahoe and State of Colorado, have invented certain new and usel'ul Improvements in Railway-Gar Trucks and Brakes; and Ido hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others skilled in the art to which it pertains to ro make and use the. same.

My invention relates to an improvement in railway-oar trucks and brakes,`and is designed bars, brake-levers,v and operating-lever; Vand Fig. 5 is a bottom plan view.

Arepresents the truck-wheels; B,the axles, and C the axle-boxes, which latter are rigidly secured to the trussed sides of the car-truck.

` Each side is composed of theetwo angle irons 3o or beams D' D2 and one straight beam, D3.

The ends of the beams D D2 are secured together on top ot' the axle-boxes; but the central portions'thereot' areseparated for the in.- troduction ofthe ends of the cross-bars. The straight' beam D3 rests against the under side of the axleboxes and cross beams, and the parts thus associated are secured together by the bolts a a. The bolts a pass through the three beams D', D2, and D3 on opposite sides 4o ofthe axle-boxes, and rest Vin grooves formed on the sides of the said axle-boxes. These grooves prevent the accidental displacement of any of the parts. The bolts a pass through 'the three beams and through the lateral iianges of the cross-beams, and rmly unite the parts at these points. This construction of trame is strong and durable, and can be manufactured at a comparatively small initial cost.

The cross-beams. E, two in number, run transversely across the truck, between the wheels thereof', and, as before stated, their op# posite ends are rigidly held in position betweenv the side beams of the frame. Thesev y cross-beams are made ot' angle-iron, and are '55 separated sufficiently for the introduction between them of the bolster H, and are provided at their ends with the open-faced metallic heads G, the lateral anges b of which form seats or rests for the ends ofthe cross-beams. 6o These heads are secured in position by the bolts a,which latter pass upward through the flan ges b. Bolster H is adapted to have anxendwise swinging movement between the cross hars, but in such movement is retained from direct contact with the side beams by the heads G, whereby the bolster is retained in proper position and adapted to' be self-adjusting without danger Ot becoming wedged.

H4 represents the brake-levers, they being 7o of bell-crank form and situated on opposite sides of the bolster. These levers are each provided with trunnions o, by means of which they are pivotally secured to the bearings H2, and the said bearings are rigidly secured ou the tops of the crossbars, near the outer ends thereof. The brake-levers are each composed of a horizontal arm, H3, and a vertical arm, H5, the horizontal arm H3 being suiijciently long t0 extend over one cross-bar and over the bolster, So and each is provided on its outer end with a y notclug, i'orthe upper endot'one stirrup I to rest in. These stirrups, four in nnmher, pass down-V wardly between the bolster and cross-beams, and the lower ends thereof' are inserted in 85 notches h, formed near the opposite ends ofthe equalizing-bars J, which latter are pivotally y secured tothe onder side ot'the `spril'ig-hoard K. These equalizing-bars are made sniiiciently strong to sustain the pressure exerted upon 9o them, and are each provided at opposite extremities with the notches h', for the reception ot' the lower ends of the stirl ups I. These hars, instead of' passing straight across the under side ofthe spring-bar, as shown in Patent No.

`256,017, previously referred to, pass transversely across in a diagonal direction, so asto enable the outer ends thereof to register with the two stir-rups oh the same side ot' thetruck.

vEach equalizing-bar is also provided with a roo diagonalgroovejnto which the delriending lugs K onv the under side ot the spring-board rest,

and to which the said equalizingbars are pivotally secured. The grooves in the equalizingbars, before referred to, run diagonally to the length ofthe said bars; but these bars are so placed thattheslots therein run straight across the under face of the spring-bar, while the equalizingbars themselves run diagonally across the same. By means of this diagonal slot and the depending lugs (which latter run straight across the spring-board) the equalizing-bars are free to vibrateor rock without danger of twisting or becoming wedged. Springs L, of rubber or metal, areinterposed between the ends ofthe spring-boardand bolster. The vertical portions of the brake-levers H4 rest on the inner side of the wheels, and the lower ends thereof are pivotally secured to the outwardly-projecting tingers ot' the brake-bars M, which latter are situated under the cross-bars of the truck-trame. Each brake-bar is provided near its opposite end with a guard, N, against which the. rear or convexed side ot' the brake shoes bears, and by which they are retained against lateral displacement. These brakeshoes O are suspended from the crossbeams, between the brake-bars and the wheels, by means of the links P.

To one of the brake-bars are two outwardlyprojecting brackets, Q, to which latter the lower ends of the bentJ or bifurcated operatinglevers R are pivotally secured. This operatinglever R is connected to the brake-bar, on the opposite side of the cross-bars,by the conmeeting-bars S, which latter are secured at one end to the said brake-bar and pass between the springboard and bolster, and are pivotally secured at their opposite ends to the operating-lever R, slightly above the brackets Q. Thus it will be seen that when the upper end ofthe operatingdever is moved inward toward the bolster both brake-bars are separated and the brake-shoes are forced against the wheels; but when the operating-lever is moved away from the bolster theA brake-bars are forced together, which releases the brake-shoes from frictional contact with the wheels. As soon as pressure against the brake-shoes is removed, the said shoes move away from the wheels by gravity alone. The upper end of the bent or bifurcated operating-lever It is suitably connected by rods and chains with the hand braking mechanism, and may also be connected with a. steam, vacuum, or electric brake mechanism, whereby the brakes may be actuated either byhand or by steam, atmospheric pressure, or electricity; By providing a bent or bifurcated operating-lever, and connecting it to the brake-bars near their outer ends, better leverage is obtained, and the pressure of the brake-shoes is more evenly distributed to the wheels on the opposite sides ofthe truck.

The weight of the entire car rests upon the center casting, d, and the end supports, e, of the bolster, and is prevented from actuating or setting the brakes by means of power applied to the brake mechanism (hand or power) connected with the operating-lever.

Then it is desired to set the brakes, the hand brake-wheel is partly or wholly released or, if steam or a vacuum brake mechanism "e employed, the pressure is lessened, so that the operating-lever may move inward toward the bolster and allow the weight of' the eur to be transmitted to the brake-shoes through the intervention of the brake-levers. At all times and under all conditions the weight ot' the car is supported on the brake-levers. Vhen the brake-bars are drawn toward each other, the outer ends of the horizontal arms of the said levers, and also the bolster, are slightly elevated and held in such elevated position until the holding-power on the operatinglever is removed, when the weight of the ear-body forces the vertical arm of' the brake-levers outward and the shoes against the wheels. The pressure of the bra ke-shoes against the whe ls is regulated by varying the relative lengths of the horizontal and vertical arms of the brakelevers. In case that one or more cars should become separated from the rest of the train, and the steam or air brake couplings parted, the brakes would be automatically set and the cars brought to a full stop.

Itis evident that slight changesin the construction and relative arrangement of .parts might be resorted to without departing from the spirit ot' my invention, and hence I would have it understood that I do not limit myself to the exact'construction,shown and described, but consider myself at liberty to make such changes and alterations as fairly fall within the spirit and scope of my invention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

l. In a car-brake, the combination, with a. vertically-movable bolster and a spring-board, the latter provided with equalizing-bars, of bell-crank brake-levers, the horizontal arms of which extend over and slightly beyond the bolster, stirrnps connecting the outer ends of the horizontal arms to the equalizingbars, brake-bars pivotally secured to the lower ends ofthe vertical arms of the bell-crank brakelevers, and brake-shoes adapted to be forced against the wheels by the said brake bars.

2. In a car-brake, the combination, with a car-truck, brake-bars, and means for operating the same, of brake-shoes suspended from the car-truck between the brake-bars and wheels, and guides or guards secured to the brakebars near the ends thereof', and adapted to retain the brakeshoes in proper position, as described.

3. In a car-brake, the combination, with a vertically-movable bolster and a springboard, the latter provided on its lower face with equalizing-bars, bell-crank brake-levers pivoted to the truckfstirrups connecting the horizontal arms ot the said levers to the equalizing-bars, brake-bars pivotally secured to the vertical arms of the bell-crank brake-levers, guides or guards secured to the brake-bars, and brake-shoes suspended from the car-truck,

IOC

between the wheels and the guides or guards on the brake-bars.

4. In a car-brake, the combination, with a verticallymovable bolster and spring bar, the/latter provided with t-wo equalizng-bars running dlagonally across the same, ot' four bell-crank brake-levers, placed as shown, the horizon tal arms of which pass over and slightly beyond the bolster, stirrups connecting the said arms to the eqnalizing-bars, and brakeshoes adapted to be operated by the vertical arms of the bell-crank braken-vers.

5. In a rar-brake, the combination, with a vertically-movable bolster, spring-bar, two diagonal equalizing-bars provided with the grooves, as described, and the lugs for securing the equalizing-bars to the spring-board, of the bell-crank brake-levers, the horizon tal arms ofwhich pass over and slightly beyond the bolster, stirrups connecting the said arms to the equalizing-bars, and brake-shoes suspended from the car-truck and adapted to be operated by the vertical arms of the bell-crank brakelevers.

6. The combination, With the angle-iron cross-beams, the beams D', D, and D3, and the axleboxes, of a vertically-movable bolster situared between the cross-beams, bell-crank levers pivotally secured to the u pper faces of the cross-beams,-tl|e horizon tal arms of whichy pass over and slightlyr beyond the bolster, equalizing-bars, stirrups, brake-bars, and brake-shoes suspended from the truck and operated by the brake-bars, substantially as set forth.

In testimony whereof I vhave signed this spccilication in the presence of two subscribing witnesses. f

JOHN F. MALLINOKRODT.

Witnesses:

G. D. GREENE, C. D. GREENE, Jr. 

